Automatic train control system



Aug. 7, 1934. R. J. WOLFE ET Al.

AUTOMATIC TRAIN CONTROL SYSTM Filed Jan. 50, 1932.

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INVENTORS PWmiUI E RJ Wolfe,

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\m UM 5 each of two ends thereof.

Patented ug. '7, 1934 r Fries 1,969,956 Y AUTOMATIC TRAIN CONTROL SYSTEM Roswell J. Wolfe and lercylli.` Smith, Rochester,

N. Y., assignors to General vRailway Signal Company, Rochester, N. Y.

Application January so, 1932, seia1No-tsas96 16 claims. (o1, sos-3) This invention relates to automatic train control systems, and more particularly to such a system when applied to an electrically propelled locomotive or car having brake equipment at When double brake applying equipments are employed, as one at each end o an electrically propelled locomotive, it is necessary that one of these air brake equipments should be cut out- '.10 of service and rendered ineffective while the engineer uses the brake equipment at the other end. If an automatic brake control apparatus is superimposed on this manual brake control apparatus, this automatic brake control apparatus must also be cut out at one end ofthe locomotive and held inactive. If now, provision is made for cutting the automatic brake control apparatus out of service, it is possible for the engineer to misuse this privilege of cutting the apparatus out, and cut it out when he should not do so, thereby allowing the locomotive or car to proceed without automatic brake control protection.

In accordance with the present invention it is proposed to so organize the cut-out features of the automatic brake control apparatus, that the engineer will not cut out the automatic brake control apparatus at that end oi the locomotive where the manual brake control apparatus is cut tures of the invention will in part Vbe apparent from the accompanying drawing, and will in part be pointed out more specically hereinafter. v YIn describing the invention in detail reference will be made to the accompanying drawing,A in which the automatic brake control apparatuses at the two ends of an electrically propelled `car or locomotive have been shown conventionally.

- Referring to the drawing the application valves .AVl and AV2, are suitably operated kbrake appplif oequalizing reservoirs ERland ER2 being con-V nected. to their brake pipes at a point above the.,

double heading cocks DHC1 and DHC2, respectively. When pressure is releasedfrom they flat side of the pistons 10l or 102 of the application 'valve AV1 and AV2, respectively, an automatic Y Other objects, purposes and characteristic fea-- brake application will occur. These application valves AVl'and vAV2 have air pressure on the stem side oftheir pistons 101` and 102 or a spring 11l or 112 for operating them to their dotted brake application position upon release kof pressure from the nat side thereof` in" the 'same` general manner as the valve AV of the above referred to Bushnell'Patent 1,818,941 which valve AV operates by main reservoir pressure, to give a brake application, when'the valve EPV becomes fle-energized to d thereby vent one end of' the piston cylinder, to atmosphere. These application valves AVl and AV2 as shown are normallymaintained released by main reservoir pressure derived directly from themain reservoir MR through ythe.V valve EPV, as shown for valveAV1 in the drawing. These valves AVl and AV2 vmay also be held released by mainreservoir pressure flowing through the port 121 or'122, as the case may be, oi the double heading cock DHCl or D12-IC2 through the pipe 131 or 132, as is the case when such double heading cock is in its 'double heading condition.

A This selection of main reservoir pressure fluid for the application valve is accomplished through the medium of cut-out valve `COVl and COV2.4 These cut-out valves COVl and COV2 are respectively connected to cut-outcontacts COC1 and COC2 which cut-out contacts must assume the proper position for current from the third rail to reach the'electric controller EC1 or E02 and in turn the car motors. As shown in the drawing, the cut-out ContactA COC1 is in its active position in which the car controller EC1 may control the motors of the car by energy derived from the third rail, whereas the cut-out contactor COC2 is in its ineiective position and removes all electric current from the electric controllers E02. It is thus seen that'if the cut-out YValves COV1 or COV? is placed in its cut-out position the cut-out contactorsassociated therewith is in its currentoi position. v Y v Y Y yAlthough the application valves AV1 and AV2 may be .controlled in many different ways, they have kbeen shown controlled byl an e1ectro-pneumatic valve EPV, ,which is normally energized to hold the brakes releasedand when so energized applies main reservoirl pressure from thel main reservoir MR through-the valve 15 to the pipe 16, and when deenergzed connects the pipe 16Ato atmosphere through thevalve l'and the v105 opening 18. It is thus seen that if4 the valve EPV were-deenergized with the valve COV1 and COV2in the positionu as shown in the drawing, IiuidY `pressure will be Vented from the left side of the .piston `101t throushihgvalve COW, the

pipe 16, the valve 17 and the openings 18 to atmosphere, thereby resulting in an automatic brake application at the No. 1 end of the electric locomotive. For similar reasons, if the valve COi1 were in the cut-out position and the valve COV2 were in the cut-in position, this same deenergization of thev valve EPV would result in the automatic application of the brakes by the application valve AV2.

In order to assure that the engineer will' not operate his cut-out contacter and the cut-out valve associated therewith into service at both ends of the locomotive at the same time, the control circuit for the electro-pneumatic valve EPV has been taken through contacts 20;1 and 202 associated respectively with the cut-'out valve COV1 and COV2, in such a manner that these valves COV1 and COV2 must be outtof correspondence before one of the two circuits for the electro-pneumatic valve EPV may be rendered available to energize the valve EPV.

As shown inthe drawing', the electro-pneumatic valve EPV is energized through the following circuitsbeginning at. the terminal B of a suitable source of. current,` front contact 21- of a suitable control relay CR controlled in accordancev with traffic, conditions in advancev of ne locomotive, wire 22,. winding of the electro.- pneumatic valveEPl/T, wire. 23, contact` 202 associated. vwith the cutout valve COX/2, wire 24 contact 210.1 associated with the. valve COV1 tothe. other terminalLC. ot the, same source of current. It will be noted, that deenergization of the control rela-y. CR will eiect. deenergization of the valve EPV- and willr result ina brake application.l for reasons. heretofore mentioned..

The controlI relay CR may be controlled in accordance. with traffic, conditions advance of the. locomotive in anyy suitable` manner aswell known to.. those skilled in the art.

Let usf now assume that the engineer wants to control the locomotive from the. No. 2, end

tl creci., and in order yto do. so operates.- ther cutout contacter C001 to. its dotted position op.- erating withy it the Contact 20.1' and the valve (30.1.71, andthat he thereafter. operates the cutout contacter CQCZtol its.- dotted? cut-in position operatingwith it. the, contact 20.12 andthe valve COW. Under thisl condition oi" the. apparatus the electro-pneumatic valve EPV' is energizedA through, the sameV circuit. heretofore traced, ex-

cept `that lthe wire 25 is included in place of thewire 24. 'Obviously, under this condition of the valves COC1 and COC'the device EPV will supply main.Y reservoir pressure to the application valve AVL. Attention is now directed tothe fact that if the cut-out contactors` C001 and C002' were bot-lr cut-in or both cutout at the same time, the device-EPV will bedeenergized, thisA because one ofthe contactbrs 201A or 202 is ina position to connect to thewire 23-`| whereas the other contactor is in a position to connect tov the wire 25, and* theciicuit'- for 'the' valve-EPV will be broken; Inv other words, to establish' a circuit' forA the device EPV- the contactors 201 and .202"rnust be out of correspondence. I

The doubleheading cocks DHG1fand DHC1 con'- stitute well known valves-includedvv in the brake` pipe between the engineers brake-valve and'ot-her associated automaticA brake control equipment and thetrain-brakepipe, and are -used to prevent the brakes beingcontrolled by the second engine of a doubleheading combination. -It may be pointed out that? although' these Acocks DHC1 and DHC1l have for"7 convenience*v beenI calleddouble heading cocks`theyd0, asamatterfofI fact, also control apparatus, propulsioni power serve as cut-out cocks when the locomotive is controlled from the opposite end. For instance, as shown in the drawing the double heading cock DHC1 is performing a cut-out function and not a double heading function although it is assuming a double heading position. It is necessary -for this cock DHC2 to assume this double heading position to supply main reservoir pressure to the application valve Av2. It is thus'noted that if the cut-out valve COV1 at the No. 1 end of the locomotive is placed in its cut-out position, as could be easily done when the train is moving down grade, for under this condition the motors do not require any power, and the cut-out contact COC1 could. for this reason remain open, such movement of the-cut-out valve COV1 will not permit the application valve AV1 to be cut out, but will cause an automatic brake application, this becausel the pipe 131 will be connected to atmosphere through port 141 and pipe A1, and will not be connected to the main. reservoir MRy for the reason that the doubleheading cock DHC1 assumes-its normal open position. Should, however, the engineer do both operatethe cut-out contact COC1 and cut-out valve COVl to the cut-out pog cuts out the automatic brake control apparatusv but he also cuts out the manual brake control apparatus, thusy putting his; train and his'life in jeopardy'.v

Having thus shownl and described one rather specific embodiment of a brake control system conforming with thefpresent invention, it is clesired to be understood that thev particular embodiment illustrated has-notbeen selected'for the purposes of showingthe exactconstructionpreferably employed in practicing the invention, nor has. it beenV shown for illustrating the scope of the invention, but has been illustrated to disclose the underlying principles of the invention and oneparticular means for carrying outthese prin-y ciples, and it isv further desired to be understood that various changes, modications and addi,- tions maybe-madeto adapt the invention to other formslof air brakecsystems as-- distinguished from the normally charged brake pipel typeV as illustrated, without departing; from thespiritor scope of; the. invention orf the: idea. of means underlyingthe-same, except-1:asdemandedbythescopeof the following. claims'.

li. In combination, autOmaticbrake controlapparatus ona locomotive, manually'operableV brake meanson said locomotive, ardouble headingcock for rendering saidimanually operablefbrakecontrol apparatusk inei'lective', means manually oper' able to renderV saidY propulsion powerr control. means ineffective to apply powerv for` propelling.

said locomotive, and means'controlledi by the double-heading cock forv maintainingi said auto-k matic? ybrake contrclapparatus in. itsv brake'f. reY-v leasing conditionirrespective off automatic con'- c'ontrol trol tothe contrary and being efeotive only 11.150

both said double heading cock and said means manually operable are in their abnormal condition.

2. In combination, automatic brake control ape. paratus on a locomotive controlled in accordance with trac conditions in advance, manually operable brake control apparatus, propulsion power control means on said locomotive, adouble heading cock for rendering said manually operable brake control apparatus ineffective, means manually operable to render said propulsion power control means ineffective to apply power for propelling said locomotive and to remove the automatic brake control apparatus from being subject to control by traic conditions, and means operatively connected to the double heading cock for maintaining said automatic brake control apparatus in its brake releasing condition irrespective of traic conditions and effective only if vboth said double heading cock and'said means manually operable are in their respective cutting-out condition.

3. In combination with a braking system of the normally charged brake pipe type, an engineers brake valve, a double heading cock between said engineers brake valve and the train brake pipe, an application valve for venting the brake pipe automatically, an automatic valve controlled in accordance with traic conditions advance for normally charging said application valve to maintain it inactive, and another valve for transferring the control of said application valve from said automatic valve to a normally closed control valve operatively connected to said double heading cock, whereby said application valve may be held inactive irrespective of traiiic conditions only if both said double heading cock and said another valve are moved to their abnormal condition. f

4. In combination with a braking system of the normally charged brake pipe type, of an engineers brake valve, a double heading cock between said engineers brake valve and the train brake pipe, an application valve for venting the brake pipe, an automatic valve controlled in accordance with trafc conditions in advance for normally charging said application Valve to maintain it inactive, a cut-out valve for transferring the control of said application valve from said automatic valve to a normally closed valve controlled by said double heading cock, and propulsion power control means effective to control the acceleration of said vehicle only if rsaid cutout valve is in its normal'condition, whereby said application valve may beheld inactive irrespec-1 tive of traffic conditions only if said engineers brake valve is rendered inactive, and said cutout valve is moved to take control of the application valve away from the traic controlled valve.

5. In combination, an electric locomotive, a propulsion power controller at each end of said locomotive, an application valve at each end of said locomotive, an electro-pneumatic valve controlled in accordance with traffic conditions in advance, selecting means for connecting said electro-pneumatic valve to control the application valve having associated therewith a propulsion power controller which is supplied with propulsion energy, and means rendering said electro-pneumatic valve effective to apply the brakes irrespective of trac conditions if both of the said selecting means are in position to cause both of said propulsion power controllers to be supplied with propulsion energy at the same time.

6. In combination, an electric locomotive, a

propulsion power controller at each end of said y locomotive, an application valve at each end of said locomotive, an electro-pneumatic valve controlled in accordance with traffic conditions in advance, selecting means for connecting said electro-pneumatic valve tolcontrol the application valve having associated. therewithv apropub sion power controller which is. supplied With propulsion energy, .and means rendering said electropneumatic valve4 efectivecto apply the brakes ii the selectingA means is in position such that the other of said propulsion power controllers is also supplied with propulsion energy.

7. In combination, an electric locomotive, a propulsion power controller Yat each end onl said locomotive, an application valve at each end on said locomotive, a single electro-pneumatic valve controlled in accordance with traic conditions in advance, selecting means, including power control means, for connecting said electro-pneumatic valve to controlan application valve, and also to connect the associated propulsion power controllerwith propulsionl energy, ,and an energizing circuit for said electro-pneumatic valve closed only if one only of said propulsion power oon-4 trollers is supplied with propulsion energy by meansof said selecting means.k

8. vIn combination, an [electric locomotive equipped with an air brake system of the normally charged brake pipe type, a propulsion power controller and an engineers brake valve at each end on said locomotive, an application valve at each end on said locomotive, a single electro-pneumatic valve controlled in accordance with traiiic conditions in advance of ysaid locomotive, an energizing circuit for` the electro-pneumatic valve, and controlling means, at each end ofv the locomotive includingY associated pressure and power control means so arranged as to pere mit said electro-pneumatic valveto be energized and cut-in to control that one of said application valves only which has its associated propulsion power controller supplied with propulsion energy by said controlling means providing the other pron pulsion power controller is cutA off from propulsion energy by said controlling means.

9. In combination, an electric locomotive equipped withY an air brake system of the normally charged brake pipe type, a propulsion power controller and an engineersbrake valve at each end on said locomotive, an application valve at each 'end on said locomotive, an electropneumatic valve controlled in accordance with;

trahie conditions in advance of said locomotive, control means for cutting the application valves into control by the electro-magnetic valve and for controlling power to the controllers, and an electric circuit for said electro-pneumatic valve controlled by said control means and closed only to supply fluid pressure to hold one of said application valves released and effective only if the corresponding propulsion power controller only is supplied with propulsion energy by means of said control means.

10. In combination, an electric locomotive equipped with an air brake system of the normally charged brake pipe type, a propulsion power controller and an engineers brake valve at each end on said locomotive, anl applicationvalve at each end on said'locomotive, an electro-pneumatic valve, a combined controller including cutout valve and circuit controller, an electric circuit for said electro-pneumatic valve closed by said combined controller only to supply fluid pressure to hold one of said application valves released, sai-d electric circuit being closed' only if the corresponding propulsion power controller only is supplied with propulsion energy by said combined controller, and a relay controlled inaccordance with traffic conditions in advance for controllingl said circuit'.

11. In combination, an electric locomotive equipped with an airbrake system of the normally charged brake pipe type, a propulsion power. controller and an engineers brake valve Yat each end on said locomotive, a double heading the power controllers, and means permitting one of said application valves to beheld releasedJ irrespective of tralic conditions only if both the control means at that end is moved so thatA power is cut off of its associated propulsion power controller and the double heading cock associated therewith is placed in its double heading position.v

12. In combination, an electric locomotive, a propulsion power controller at each end of said locomotive, an application valve at each end of said locomotive, an electro-pneumatic valve controlled in accordance with trailic conditions in advance, selecting means for connecting saidv `electro-pneumatic valve to control the application valve having associated therewith' a propulsion power controller which is supplied' with propul-v sion energy, and circuit means for said electropneumatic valve whichv is opened to make the valve effective to apply the brakes, if the selecting' means'is in position to cause the other propulsion power controller to be supplied with propulsion energy.

13. In combination, an electricV locomotive equipped with an air brake system of the'nnormally charged brake pipe type, apropulsion power controller and an engineers*l brake valve at ea'ch .end on said locomotive, an application valve ateach end on said locomotive, al singleA electro-pneumatic valve controlledv inf accordance' with traicconditionsA in advanceof saidlocomo.-

tive, an'energizing circuit vfor thel electro--pneu-I matic valve, and controlling means at e'aclrc'fndA incense of the locomotive including associated pressure and power. control means so arranged as to permit said electro-pneumatic valve to be energized and cut in to control that one of said application valvesv only which hasY itsassociated propulsion. power controller supplied with propulsion energy by said controllingv means providing the other propulsion power controller is out off from propulsion energybysaid controlling means, and the other application valve is cut out of control by the said controlling means.,

14. In an air brakeV system" for locomotives, inv combination, an automatic brake actuator, automatic meansy and manual means for controlling the actuator, a change over valve for placing the actuator under control of` either the automatic or the manual means, a double headingv cock for.

cutting thev manual means out of Serviceand means controlled by the double heading cock for causing the actuator, subject to control by said valve, to apply the brakes when the cock is in` position to cut the manual means into service. l 15'. In an air brake system for locomotives, in combination, an automatic brake actuator, automatic means and manual means for controlling the actuator, a change over valve for placing the actuator under control of either the automatic or they manual means, a double heading cock for cutting the manual means out of service,y and means'- controlled by the double heading cock for causing the actuator, subject to control by said valve, to apply the brakes when the cock is inV position to cut the manual means into service, a

propulsion power controller, and moans controlled by the change over valve for cutting power oi of the controller.v

16. In an'air brake system for locomotives, in combination, an automatic brake actuator, automatic means and manual means for controlling the actuator, a" change over valve for placing the actuator under control of either the automaticv or the manual means, a 'double heading cock for cutting the' manual means out of service, and means controlledby' the doubleV heading cock for causing the actuator, subject to control by said valve', to apply the brakes when the cock is` in positionV to cut the manual means into service, a propulsion power-controller, and means controlled by the changeover valvefor cutting power off of' the controller, when the valve is in position to place the actuator under control of the auto-V maticmeans;

RoswELL J. woLirE.l 

